Engine cooling system



Aug. 13, 1929.

J GOOD ENGINE COOLING SYSTEM F1186. Oct 5, 1924 Patented Aug. 13, 1929.

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JOHN GOOD, OF GARDEN CITY, NEW YORK, ASSIGNOR TO GOOD INVENTIONS (70.,OF

NEW YORK, N. Y., A CORPORATION OF NEW YORK.

ENGINE COOLING SYSTEM.

Application filed October 3, 1924. Serial No. 741,502.

The invention relates to engine cooling systems and consists in theorganization of parts according to the principles exemplified in theaccompanying drawing and below described, whereby the temperature of theengine cylinders or water jackets is controlled by variation in pressureof the water or such other liquid as may be used as the heat'abstracting medium.

In said drawing, Figure 1 is a side elevation, partly in section of aconventional automobile engine and its cooling system; and

Figure 2, a large scale detail section of the venting and pressurecontrolling means.

The construction and mode of operation of the engine will be recognizedwithout description; its cooling system comprises the usual water jacket1 surrounding the engine cylinders, the usual radiator 2, and the usualtop and bottom water connections 3 and 4. In the engine shown, thecooling system opcrates according to the so-called thermo siphonprinciple,.but a water pump could be applied to the system if desired.In either case the water heated by the combustion in the enginecylinders circulates through the upper radiator connection 3 into, anddownwardly through the radiator, where it is cooled by the air flowingthrough the latter and thence through the bottom connection 4 back tothe jacket.

The connected passages in which the cool ing liquid is containedconstitute a containing space which, according to this invention, isvented to atmosphere when the engine is at less than its normal or somedesired operating temperature, or when it is not working, but whichbecomes a closed or a confined space, as by the closing of the vent,after the engine has been started and warmed up and is working. The ventis located in the upper part of the system, preferably in the removablecap 5, through which the radiator is filled, though it might be placedelsewhere, and in the present case it is constituted by the passage 6 ina regulating set screw 7 carried by the cap. The vent passage iscontrolled, in the present case, by a thermally operated valve 8, thethermal element 9 of which is mounted in a cylindrical perforated frameor casing 10 screwed to the bottom of the radiator cap in a positionwhere it may experience the temperature of the cooling water, or of thewater vapor above the level thereof as the case may be.

When the engine is started and the temperature of the jacket water, orcooling liquid, rises to some predetermined tempera ture, consideredappropriate for the best 0 eratlon of the engine, say about 212 F. tiiethermal valve 8 closes the vent and thereafter pressure is developedwithin the closed space of the cooling system as the result of thefurther expansion of the liquid. The adjusting screw 7, in the presentcase, controls the temperature at which the vent is closed and for thispurpose it is provided with a finger 11 which, in connection withappropriate markings on the top of the radiator cap, serves as an index.Screwing the regulating screw downward causes the vent to be closed at alower temperature and vice versa. The thermally controlled vent justdescribed constitutes one of several different forms of mechanism bywhich the purposes of this invention may be accomplished; it ispreferred because of its simphcity, being, in fact, not substantiallydifferent from the automatic air valves used on steam and otherradiators in house heating systems.

After the desired temperature has been reached and the vent has beenclosed, the pressure developed by further increase of the temperature inthe cooling liquid becomes efl ective upon a diaphragm or other motormeans connected into the system, which by its operation controls soinesuitable mcans for controlling the temperature of the cooling liquid. Inthe present case the pressure variation is made effective through thepassage 12, upon a diaphragm 13 which is thereby displaced against thepressure of an adjustable spring 14 to open a set of pivoted shutters 15mounted-in front of the radiator and controlling the fan-pro duced airflow therethrough. By the. cooling efl'ect thus produced on the liquidin the radiator, the total volume of cooling liquid in the system tendsto diminish,'with the result that automatically, a substantiallyconstant pressure condition is obtained corresponding to the desiredjacket temperature and a substantially constant engine temperature isthereby secured, regardless of atmospheric temperature.

The operation of the shutter mechanism or such other air flow ortemperature control as may be employed, is very positively effected bythe diaphragm motor which posa cooli medium of ater volatilitfithanwater, t e method 0 controlling. the same which consists in subjectingthe medium to a pressure greaterthan atmospheric and 5 cooling thesame'before the medium reaches the normal operating temperature of theengine.

9. In a normally oEen. engine cooling system employing a coo ng mediumof greater volatility than water,-.th method of controlling the samewhich consists'in' closing the system before the medium reaches atemperature at which substantial vaporization occurs and thereuponsubjecting the medium to a cooling air flow.

In testimony whereof, I have signed this specification.

, JOHN GOOD.

